Engine or motor.



No. 627,572. Patented June 27, I899. W. S. COLWELL.

ENGINE 0R MOTOR.

(Application filed July 22, 1898.;

(No Moder.) 6 Sheets-Sheet I.

m: NORRIS PETERS o 0 PHOTO-LIT 40.. WASHINGTON, q I:

No. 627,572. Patented June 27, I899. W. 8. GOLWELL.

ENGINE 0R MOTOR.

(Application filed July 22, 1898.) (No Model.) 6 Sheets-Sheet 2.

No. 627,572. Patented lune 27, I899.

W. S. COLWELL.

ENGINE 0B MOTOR.

[Application filed July 22, 1898.)

(No Model.) 6 Sheets-$heet 3.

X v gm Q No. 627,572. Patented June 27, I899. W. S. COLWELL,

ENGINE 0R MOTOR.

(Application filed July 22, 1898.) (No Model.) 6 Sheets-Sheet 4.

nlETT LIJ LLI

n4: 7mm: Fmns ca, morounm, wnsumm'on. a. c.

No. 627,572. Patented June 27, I899. W. S. COLWELL.

ENGINE UR MOTOR.

(Application filed July 22, 1898) 6 Sheets-Sheet 5.

(No Model.)

1m: norms Pz'rsns co PHOTO-LITNOH Pafented June 27, I899.

No. 627,572. A

W. S. COLWELL.

ENGINE 0R MOTOR.

(Application filed July 22, 1898.)

(No Model.) 6 Sheets-Sheet 6.

m: NORRIS PETERS co, Pnmuuma, WASNINGYON. n c.

at opposite ends by valved crossover-pas UNITED STATES PATENT OFFICE.-

\VILLIAM SAMUEL COLWELL, OF CHICAGO, ILLINOIS.

ENGINE OR MOTOR.

srmmmmow forming art of Letters Patent no. 627,572, dated (Tune 27,1899. Application filed July 22,1898- Serial No. 686;592. (N0 model.)

T0 at whom) it may concern.-

Be it known that I,WILLIAM SAMUEL 00L- WELL, a citizen of the UnitedStates, residing at Chicago, in the county of Cook and State ofIllinois, haveinvented certain new and useful Improvements in Engines orMotors, of which the following is a full, clear, and exactspecification.

The invention relates more particularly to overcoming dead-center'insteam and other fluid-pressure engines or motors; and it has for itsprimary object to compel the fluid-pressure which has acted on the shaftor other rotary member until the point of dead-center is or about to bereached to continue to act on such shaft or member at another point ofthe cycle, and thus cause a single engulf of fluidpressure aftercarrying the wrist-pin completely to the point of dead-center to returnit or carry it around past such point and to continually act rotativelyon the crankshaft until the time of exhausting without back pressure.

I have shown my invention embodied in the form of a reciprocatingengine, and in accomplishing its main object I employ two cylinders orother chambers, each containing a piston or other movable abutment forthe fluid-pressure to act on, and the two cylinders or abutment-chambersare connected together sages, while one of the cylinders (the primarycylinder) is provided at each end with an inletand the other orsecondary cylinder at each end with an exhaust. These pistons or abutments are operatively connected together by any suitable means, such aspiston-rods and a crank-shaft, so that the action of one cooperates withthe other in the Work to be performed, and where this operativeconnection consists of a shaft and cranks the points of connectionbetween the cranks and the pistons are arranged on the quarter, and thisarrangement, it is also seen, sets one piston or abutment a half-strokein advance of the other. As a'consequence by a proper manipulation ofthe valves the pressure may be admitted to the primary cylinder whilethe secondary piston is at an intermediate point in its stroke and thecross-over valve may be opened, at the same end while the primary pistonis at an intermediate point, thus permitting pressure in the primarycylinder to rush into the secondary cylinder and also act on thesecondary piston throughout its entire stroke While the primary pistonis finishing one stroke and beginning another. a In short, thefluid-pressure admitted to the primary cylinder also acts on thesecondary piston during the time that the primary piston is approachingand receding from the deadpoiut or point where its motion reverses, andlive pressure or steam being admitted to the opposite side of theprimary piston as soon as the dead-center is passed it follows that thecontinuous column of pressure then extending throughout the entirelength of the primary cylinder and half the length of the secondarycylinder will be pushed backward, as it were, by the returning primarypiston and forced. around into the secondary cylinder, impelling thesecondary piston on its way throughout the balance or remaining half ofits stroke, and continues to thus actuate the secondary piston until itsstroke is finished,

-whereupon the single engulf of steam or pressure having been fullyutilized for making drawings, in which- Figure 1 is a diagrammatic Viewof myimproved engine, illustrating the primary cylinder in the act oftaking steam in its lefthand inlet-port. Fig. 2 is a similar Viewillustrating the pistons advanced a half-stroke from the positionillustrated in Fig. 1,'the cranks being advanced a quarter-stroke of thecycle from the latter position, fluid-pressure being admitted from theprimary cylinder through the crossover-passage on the left.

Fig, 3 is a similar view showing the cranks advanced an eighth of astroke farther than shown in Fig. 2, the supply being shut off and theexhaust open and both pistons working by expansion alone. Fig. 4 is asimilar view illustrating the cranks on the neXt'or second quarter fromthat illustrated in Fig. 1, the crossover-valve on the left remainingopen and the primary cylinder being in the act of taking fluid-pressureon the right. Fig. 5 is a similar view illustrating the cranks on thethird quarter from that illustrated in Fig. 1, fluid-pressure beingadmitted from the primary cylinder to the secondary cylinder through thecrossover-valve on the right, crossover-valve on the left andexhaust-valve on the left of secondary cylinder being open, allowingboth cylinders to exhaust on the left, each piston having made one and ahalf strokes. Fig. 6 is a plan section of a reciprocating engineembodying the invention. Fig. 7 is a side elevation thereof. Fig. 8 is afull plan. Fig. 9 is a rear end view or View looking from the cylinderend. Fig. 10 is an enlarged detail sectional view of the Valveoperatingmechanism hereinafter described. Fig. 11 is a transverse sectional viewthereof, taken on the line 11 11, Fig. 10. Fig. 12 is a detail view ofthe valve actuating spring hereinafter described. Fig. 13 is a sectionalview taken on the line 13 13, Fig. 10. Fig. 14 is an end elevation ofthe valve-operating mechanism, looking from the right in Fig. 10. Fig.15 is a plan view of the mechanism for operating the crossover-valves,and Fig. 16is a side elevation of the mechanism for operating theexhaust-valves.

In describing the invention reference will first be made to thediagrammatic views, Figs. 1 to 5, which illustrate the principle of theinvention and which when understood might be embodied in various formsof mechanism with-' out departing from the invention in its genericsense.

1 represents the primary cylinder or abutment-chamber, and 2 thesecondary cylinder or abutment-chamber. Each of these contains a movableabutment or piston, the primary piston or abutment being shown at 3 andthesecondary at 4, which are provided, respectively,with piston-rods 56, having suitable operative connection with the shaft or other memberto be driven, which has been omitted from the diagrammatic views for thesake of elearness. For the sake of illustration, however, it may beassumed that an ordinary crank-shaft is employed and has secured to it apair of cranks, one of which, '7, is connected with the secondary piston4,,and the other, 8,-with the primary piston 3, both cranks beingsecured to the same shaft. These cranks are set on the quarter or ninetydegrees apart.

The primary cylinder 1 is provided at each end with an inlet-valve 9 10and the secondary cylinder 2 at each end with an exhaust-valve 11 12,and the two cylinders are provided at each end with crossoverpassageshaving valves 13 14, respectively, whereby commu-- nication may beopened between the cylinders at either end. This arrangement of thecranks on the quarter, it will be seen, also sets one of the pistonsless than a whole stroke, or, to be accurate, a half-stroke, in advanceof the other, and hence when the primary piston is at the limit of thestroke, as indicated in Fig. 1, and the valve 9 is about to admitpressure to the'primary cylinder the secondary piston is at anintermediate point of its stroke about midway between its ends.

Vhen the primary piston 3 is at the beginning of its stroke on the left,as shown in Fig. 1, the inlet-valve 0 is opened by the automaticvalve-gear, hereinafter described, or by any other suitable mechanismand remains open for a greateror less time, according to the conditionof the cut-olf mechanism, and the piston 3 is driven toward the right bythe pressure thus admitted. In this position of the parts thecrossover-valve 13 is closed, so as to confine the pressure at first tothe primary cylinder 1; but by the time the parts are in the positionshown in Fig. 3 the secondary piston has completed its stroke toward theleft and is about to commence its return stroke toward the right and thecrossovervalve 13 will open and admit pressure from the primary cylinder1 to the left-hand end of the secondary cylinder 2. If the pressurefluid be elastic or expansible and the inletvalve 9 be closed, it willact upon both pistons by its expansive force alone and drive them in thesame direction, or if the condition of the cut-off mechanism be suchthat the valve 9 is still open when the valve 13 opens the secondarycylinder will also receive direct pressure from the source of supply.This pressure, whether it be expansible or direct, or both, will drivethe two pistons to the right until primary piston 3 reaches the limit ofits stroke on the right, when the parts will be in the position as shownin Fig. 4, (or, if going toward the left, in the reverse position shownin Fig. 1,) the piston 4 in the secondary cylinderbeing about midway ofits stroke.

'At about this position the inlet-valve 10 admits new pressure totheprimary cylinder 1 on the right of piston 3, crossover-valve 14 beingclosed so as to confine the new pressure at first to the primarycylinder on the right of piston 3. In this position of the parts thepressure on theleft of piston 4 in secondary cylinder 2 continues todrive said piston 4 to the right, carrying crank S of the primarycylinder past its dead-ce11te1',\vl1e reupon the new pressure admittedto the right of piston 3 becomes effective and drives piston 3 towardthe left, driving the volume of fluid-pressure 011 the left of piston 3toward the left in the primary cylinder through crossover-valve 13 andthence toward the right in cylinder Zagainst secondary piston 4, piston3 in the primary cylinder being driven toward the left and piston 4being driven toward the right until piston 4 in the secondary cylinderhas reached the limit of its stroke, when the parts will be in theposition shown in Fig.5. At this time exhaustvalve 11 opens, allowingboth cylinders to exexhaust.

haust the fluid-pressure on the left of pistons thesecondary pistonarrives at substantially the limit of its stroke at either end of thecylinder and the expansive force of the pressure can no longer beutilized thereon the exhaustvalve 11 or 12 at the opposite end of thecyl inder will open to permit both cylinders to When the pistons arriveat the positions shown in Fig. 4 and the live steam admittedto piston 3through the valve 10 begins to drive said piston 3 to the left, the,

steam on the left of piston 3 is not compressed by that action, butpasses through valve 13 into secondary cylinder 2 and follows and keepsup the motion of the secondary piston 4 to the end of its stroke towardthe right, whereupon all pressure on the left side of the pistons isexhausted. It is also seen that when the pistons are in the positionshown in Fig. 4 the greater leverage of the secondary crank 7, it beingat the pointof greatest efficiency, gives the secondary piston 4 adecided advantage over the primary piston 3, and hence would stillcontinue the rotation of the shaft and carry the primary crank past thedead-center,even though'the pistons were not of differential area, butwere subjected to the same pressure; but by being of differential areathis advantage of the secondary piston 4 is greatly augmented. It isfurther seen that should the pressure fluid employed be not of anexpansible character, such as water under ordinary temperature, thepressure on the right of the primary piston when in the position shownin Fig. 4 would force the column of fluid contained in the two cylindersaround through the valve 13 and against the secondary piston, giving thelatter more power on the shaft than the primary piston would possess,owing to the greater leverage of the secondary crank.

With an engine constructed on this principle it will be seen that eachengulf of pressure not only produces the stroke and continues the motionbeyond the dead-center and dead point, but produces a complete stroke ofeach piston and carries the shaft throughout three-fourths of arevolution before it exhausts and the same engulf of pressure actsrotatively throughout its entire period of confinement. Itis also seenthat there is at no time any more back pressure than may be especiallyprovided-if needed by the adjustment of the eccentric, because as soonas the secondary piston ceases to move under the pressure to whichcorresponding sides of which show its practical embodiment.

both pistons aresubjected, such pressure is relieved through theexhaust.

The drawings illustrate the cylinders or abutment-chambers as being ofdifferent diameters and the pistons or abutments accordingly ofdifferent areas, the primary cylinder and abutment being the smaller;but this differential area is preferable rather than essential, for itis obvious that while this increased area of the secondary pistonrenders it more effective under a given pressure the inventionnevertheless comprehends cylinders and pistons of the same diameter, asthe latter construction is eminently effective.

The invention will now be described with reference to Figs. 6 to 16 ofthe drawings, The cylinders 1 and 2 are connected together by a pair ofblocks 15 16, which constitute the valve-housings for thecrossover-passages 13 14*,which communicate with registering ports orpassages formed in the opposed sides of the cylinders 1 2. The upperside of the primary cylinder 1 is provided with a steam-chest 17, to

which leads the supply-pipe 18,and in each end of which chest is formeda valve-housing 19 20 for the accommodation of the inlet-valves 9 10,which extend transversely of the cylin-- ings 21 22, as shown in Figs. 7to 9, for their accommodation.

23 represents the shaft, having thereon the two cranks 7 8, shown in thedrawings as crank-disks, which are rigidly secured in any suitablemanner to the shaft 2 3 and each connected by a pitman 24 25 with thepiston-rods 26 27 of the pistons or abutments 3 4, thus operativelyconnecting such pitmen or abutments together, so that they will have acooperative effect on the shaft 23.

'On the outer end of each of the valve-housings 1920 is arranged a hood28, in which is journaled avalve-stem 29, (see Fig. 10,) whose inner endis socketed in the end of the inlet-valve. On the outer end of this stem29 is secured a crank-arm 30, which has pivoted to its lower end anothercrank-arm 31. Each of these crank-arms 31 is pivoted at its upper end toa connecting-rod 32, and these two connecting-rods are pivoted at theircontiguous ends to a rocking lever 33, which is in turn pivoted to abracket 34, projecting from the side of the cylinder 1. The crank-arm'30carries a supplemental arm 35, to which is pivoted a dog or catch 36,which engages with a tooth or lug 37, formed on the upper end of the arm31, when the latter arm moves to Ward the arm 30, and when the parts arethus engaged it will be seen that the oscillation of the arm 31 willalso cause. the oscillation of ICC the arm 30, and consequently actuatethe inlet-valve, to which the stem 29 is attached, this motion of thearm 31 being preferably utilized for opening the valve. The valve isclosed by means of a spring or cushion which is employed in preferenceto other devices for the sake of avoiding objectionable noise and costand will economize space and be of efficient construction. The springreferred to for this purpose is the spring 38. (Shown in Fig. 12.) Itsurrounds the stem 29, as shown in Fig. 10, and has its bent end 39engaged in a collar 40, secured to the stem 29 by a setscrew 41, whileits bent end 42 is inserted in the crank 30.Theintermediate.convolutions of the spring 38 are carried downwardly ina V-shaped formation 43 and engaged in a notch 44, formed in a collar45, which has a flange 46 surrounding a hub or flange 47, formed on theend of the hood 28 and being secured to such flange 47 by a set-screw48. Thus it will be seen that both ends of the spring 38 are secured tothe stem 29, while its mid-length is held against rotation by means ofthe collar 45, and the collar 45 being adjustable on the hood 28 thetension of the spring maybe varied at will. When the valve is opened bya pull on the crank-arm 31, the spring 38 is contracted, and when thedog 36 releases its hold on the arm 31 the spring instantly returns thevalve to its closed position. Now in order that the return movement ofthe valve may be positive and its resting position accuratelydetermined, so that the valve will be free from vibratory movement whenclosing, the spring is provided with an inclosure which comes in contactwith the circumference of its convolutions and limits its recoil orexpansion. This inclosure preferably consists of a sleeve, and this maybe formed partly on the crank-arm 30 and partly on the collar 40. Thepart of the sleeve on the crank-arm 30 is shown at 49 and the part onthe collar 40 at 50. Thus it will be seen that the valve will beactuated to close with the desired rapidity, and at the same time thechecking of the valve in its closing movement will be free from thenoise resulting from the use of a dash-pot.

The dog 36 is caused to release its hold on the arm 31 sooner or later,according to the speed of the engine, by the operation of the usualgovernor 51. The governor is connected to a double lever 52 by rod 53,and each arm of this lever 52 is connected to one of a pair of rods 5455, which are connected, respectively, with an arm 56, journaled on eachof the sleeves 49 and having a'cam 57, as more clearly shown in Fig. 13,against which rubs a tailpiece 58, formed on the dog 36 and held incontact with the cam 57 by a spring 59, secured to the supplemental arm35 of the arm 30. Hence it will be seen that as the governor moves up ordown with the varying speed of the engine the rods 54 55 will be movedin opposite directions and the position of the cams 57, carried by eachof the arms 56, will be changed with relation to the stroke of thetailpiece 58 on each of the dogs, and consequently the dog will beforced out of engagement with the arm 31 sooner or later after effectingthe cut-off, according to the speed of the engine.

The lever receives its motion from a connecting-rod 60, having one endpivoted to a lever 61, mounted loosely upon a shaft 62 and being in turnconnected by eccentric-rod 63 to an eccentric 64 on the shaft 23.

The lower end of each of the crossovervalves 13 14 is provided with acrank-arm 65 66, each of which is connected by a rod 67 to one of thearms of a bell-crank lever 68, pivoted on the lower end of a hanger 69and be ing also provided with a third arm having universal-jointconnection 70 with one end of a connecting-rod 71, whose other end isconnected by a universal joint 72 to a crankarm 73 on the rocker-shaft62. (See Fig. 7.) This shaft 62 receives a rocking movement from aneccentric 74 on the shaft 23, connected by eccentric-rod 75 to acrank-arm 76 on the end of the shaft 62. Thus when the shaft 62 isrocked back and forth the crossovervalves 13 14 will be alternatelyopened and closed.

The stems of the exhaust-valves, which valves are similar inconstruction to the inlet-valves before described, are mounted inbearings 77, secured to the side of the valvehous'ings 21, and each ofsuch stems is provided with a crank -arm 78, and each of thesecrank-arms 78 is pivoted to the outer end of one of a pair ofconnecting-rods 79, whose inner ends are pivoted to a tri-armedbell-crank lever 89, pivotally supported on bracket 81 and having itsthird arm pivoted to one end of a connecting-rod 82, whose other end ispivotally supported by a crank arm or standard 83, loosely journaled onthe shaft 62 and connected by eccentric-rod 84 to an eccentric 85 on theshaft 23, so that at each rotation of the eccentric 85 the exhaustvalveswill be opened and closed, 86 being the exhaust-discharge pipe.

The particular form of valve-gear for opening and closing the valves andregulating the cut-off, though very appropriate for this englue, is notessential and may have many substitutes so far as this engine isconcerned, and while I have shown and fully described it as an exampleof valve-gear I have not claimed it herein, as it forms thesubjectmatter of a contemporaneous application.

Having thus described my invention, what I claim as new therein, anddesire to secure by Letters Patent, is

1. In an engine the combination of primary and'secondary cylinders, apiston in each of said cylinders, two cranks connected with said pistonsrespectively and being set on the quarter, means-for admitting pressureto the opening communication between said cylinders at the same endafter the secondary plston has completed its stroke toward that end,means for admitting pressure to the primary cylinder at the right-handend when the primaryp'iston is at that end and opening com-. municationbetween the cylinders at the right-hand end after the secondary pistonhas completed its right-hand stroke and means for exhausting thepressure from the advance side of both pistons at once, substantially asset forth. a

2. In an engine the combination of primary and secondary cylinders, twopistons in said cylinders respectively, two cranks connected is at thatend and opening communicationbetween the cylinders at the right-hand endafter the secondary piston has completed its right-hand stroke, andmeans for exhausting the pressure from the advance side of both pistonsat once, substantially as set forth.

3. In an engine the combination of primary means for admitting pressureto the left-hand end of the primary cylinder when the primary piston isat that end, means for opening communication between the cylinders atthe same end when the secondary pistonhas completed its left-handstroke, and maintaining said communication until the primary piston hascompleted its right-hand stroke and again returned to the left-hand endof the cylinder, means for opening the exhaust at the left-hand end ofthe cylinders when the secondary piston reaches the end of itsright-hand stroke, means for admitting pressure to the primary cylinderat the right-hand end when the primary piston is at the right hand endof its stroke, means for opening communication between the cylinders atthe right-hand end-when the secondary piston has completed itsright-hand stroke and maintaining said communication until the secondarypiston has completed its left-hand stroke and means for opening theexhaust at the right-hand end of the cylinders when the secondary pistonhas completed its left-hand stroke, substantially as set forth.

WILLIAM SAMUEL COLWELL. Witnesses:

F, A. HOPKINS, EDNA B. J oHNsoN.

